CN115257241A

CN115257241A - Vehicle safety detection system

Info

Publication number: CN115257241A
Application number: CN202211033380.XA
Authority: CN
Inventors: 章善财
Original assignee: Hefei Yirui Communication Technology Co Ltd
Current assignee: Hefei Yirui Communication Technology Co Ltd
Priority date: 2022-08-26
Filing date: 2022-08-26
Publication date: 2022-11-01
Anticipated expiration: 2042-08-26
Also published as: CN115257241B

Abstract

The application provides a vehicle safety detection system, this system includes: the safety monitoring system comprises a central control device, a safety detection device and induction devices arranged on a tire and a wheel hub; the safety detection device is used for sending a first electric signal to a first end of the induction device, receiving a second electric signal formed when the first electric signal is transmitted to a second end of the induction device, and sending an abnormal signal to the central control device when detecting that the difference value of the first electric signal and the second electric signal is larger than a preset first threshold value, wherein the abnormal signal is used for indicating that the tire and the hub are abnormal. Therefore, in the process of vehicle safety detection, the sensing device, the safety detection device and the central control device are combined, so that whether the tire and the hub of the vehicle are abnormal or not can be accurately detected, a driver of the vehicle is timely informed when the tire and the hub are abnormal, and accurate, timely and efficient safety detection of the vehicle is realized.

Description

Vehicle safety detection system

Technical Field

The embodiment of the application relates to the technical field of automobile safety, in particular to a vehicle safety detection system.

Background

With the great increase of the automobile holding capacity, traffic accidents are more and more frequent, and the fatality rate of the tire burst accidents is extremely high. The defects of the tire and the hub are the main reasons of tire burst, and how to accurately and efficiently detect the defects of the tire and the hub is the key research direction of the automobile safety detection industry.

Currently, safety detection items for automobiles mainly include tire pressure detection, tire wear detection and tire aging degree detection, wherein the tire wear detection and the tire aging degree detection for automobiles at present mainly depend on good driving habits and human experiences of drivers.

However, the safety condition of the automobile is judged by depending on good habits and human experiences of the driver, which not only has uncertainty, but also requires the driver to have rich experiences, and has the problems of high threshold, low efficiency and high risk.

Disclosure of Invention

The embodiment of the application provides a vehicle safety detection system, which can realize accurate, timely and efficient safety detection of a vehicle.

The application provides a vehicle safety detection system, includes: the safety monitoring system comprises a central control device, a safety detection device and induction devices arranged on a tire and a wheel hub;

the safety detection device is used for sending a first electric signal to a first end of the induction device, receiving a second electric signal formed when the first electric signal is transmitted to a second end of the induction device, sending an abnormal signal to the central control device when detecting that the difference value of the first electric signal and the second electric signal is greater than a preset first threshold value, wherein the abnormal signal is used for indicating that the tire and the hub are abnormal.

In summary, according to the technical scheme of the application, when vehicle safety detection is performed, first, a first electric signal is sent to a first end of an induction device through a safety detection device, the electric signal is transmitted in the induction device, when the electric signal is transmitted to a second end of the induction device, a second electric signal is obtained, the induction device sends the second electric signal to the safety detection device, the safety detection device detects a difference value between the first electric signal and the second electric signal, when the difference value between the first electric signal and the second electric signal is greater than a preset first threshold value, an abnormal signal is sent to a central control device, and the abnormal signal is used for indicating that a tire and a wheel hub of the vehicle are abnormal. Therefore, in the process of vehicle safety detection, the sensing device, the safety detection device and the central control device are combined, so that whether the tire and the hub of the vehicle are abnormal or not can be accurately detected, a driver of the vehicle is timely informed when the tire and the hub are abnormal, and accurate, timely and efficient safety detection of the vehicle is realized.

Drawings

In order to more clearly illustrate the technical solutions in the embodiments of the present invention, the drawings needed to be used in the description of the embodiments will be briefly introduced below, and it is obvious that the drawings in the following description are only some embodiments of the present invention, and it is obvious for those skilled in the art to obtain other drawings based on these drawings without creative efforts.

Fig. 1 is a schematic structural diagram of a vehicle safety detection system according to an embodiment of the present application;

fig. 2 is a schematic installation diagram of an induction device according to an embodiment of the present disclosure;

fig. 3 is a schematic view illustrating an installation position of a safety detection device according to an embodiment of the present application;

fig. 4 is a schematic structural diagram of a safety inspection device according to an embodiment of the present application;

FIG. 5 is a schematic view of a diagnostic communicator connected to a rotor connector according to an embodiment of the present application;

FIG. 6 is a schematic view of a diagnostic communicator connected to a rotor connector according to an embodiment of the present application;

FIG. 7 is a schematic view of a diagnostic communicator connected to a rotor connector according to an embodiment of the present application;

FIG. 8 is a cross-sectional view of a rotor connector according to an embodiment of the present application;

FIG. 9 is a schematic diagram of a contact point of a diagnostic communication device according to an embodiment of the present application;

fig. 10 is a schematic connection diagram of a safety detection device and a sensing device according to an embodiment of the present disclosure;

fig. 11 is a schematic structural diagram of a diagnostic communication apparatus according to an embodiment of the present application;

fig. 12 is a schematic structural diagram of a safety detection device according to an embodiment of the present application;

fig. 13 is a schematic structural diagram of another safety detection device provided in the embodiment of the present application;

fig. 14 is a schematic structural diagram of another safety detection device provided in the embodiment of the present application;

fig. 15 is a schematic structural diagram of another safety detection device provided in the embodiment of the present application;

FIG. 16 is a schematic structural diagram of a vehicle safety detection system provided in an embodiment of the present application;

fig. 17 is a schematic structural diagram of a central control device according to an embodiment of the present application;

fig. 18 is a schematic structural diagram of another central control device according to an embodiment of the present application;

fig. 19 is a schematic structural diagram of another central control device according to an embodiment of the present application;

FIG. 20 is a schematic view of an embodiment of the present application the structure of the vehicle safety detection system is schematic.

Reference numbers and corresponding part names in the drawings:

1-tyre, 2-hub, 3-safety detection device, 4-fastening bolt, 5-first contact terminal, 6-second contact terminal, 7-rotor connector, 8-bearing outer ring, 9-bearing inner ring, 10-insulating ring, 11-ball, 12-diagnostic communication device, 13-induction wire, 14-elastic contact terminal, 15-induction contact point, 16-side contact point, 17-bottom contact point.

Detailed Description

The technical solutions in the embodiments of the present invention will be clearly and completely described below with reference to the drawings in the embodiments of the present invention, and it is obvious that the described embodiments are only a part of the embodiments of the present invention, and not all of the embodiments. All other embodiments, which can be obtained by a person skilled in the art without any inventive step based on the embodiments of the present invention, are within the scope of the present invention.

It should be noted that the terms "first," "second," and the like in the description and claims of the present invention and in the above-described drawings are used for distinguishing between similar elements and not necessarily for describing a particular sequential or chronological order. It is to be understood that the data so used is interchangeable under appropriate circumstances such that the embodiments of the invention described herein are capable of operation in sequences other than those illustrated or described herein. Furthermore, the terms "comprises," "comprising," and "having," and any variations thereof, are intended to cover a non-exclusive inclusion, such that a process, method, system, article, or server that comprises a list of steps or elements is not necessarily limited to those steps or elements expressly listed, but may include other steps or elements not expressly listed or inherent to such process, method, article, or apparatus.

Before the technical solutions of the present application are introduced, the following will explain the related knowledge of the technical solutions of the present application:

AIOT (Artificial Intelligence & Internet of Things, artificial Intelligence and Internet of Things), which is the floor fusion of Artificial Intelligence and Internet of Things in practical applications. If the internet of things realizes interconnection and intercommunication of all common objects capable of performing independent functions and uses a network to connect everything, the AIOT gives more intelligent characteristics to the things on the basis, and the real mutual interconnection is realized. With the rapid development of technologies such as AI (Artificial Intelligence), IOT (Internet of Things), cloud computing, big data, etc., and the vertical industry applications in many industries, the fusion of AI and IOT in practical projects is getting more and more. The AIOT exists as a new IOT application form, and is different from the traditional IOT in that the traditional IOT realizes the interconnection between object-object and human-object through a wired network and a wireless network, and the AIOT not only realizes the interconnection and intercommunication between equipment and scenes, but also realizes the interconnection and data intercommunication between object-object, human-object, object-human and human-object-services, and the energization of an artificial intelligence technology to the IOT so as to realize the mutual fusion between everything. The user can obtain more personalized better use experience and better operation feeling. The ultimate goal is for the user or user to obtain: the method has the advantages of safety, simplicity, convenience and comfort.

Hub: the wheel hub is usually composed of two parts, namely a rim and a spoke, the rim is a part directly contacted with the tire and plays a role in supporting the direction of the tire and the tire, the spoke is a part for connecting the rim with a central hole and plays an important bearing role, the strength of the spoke determines the overall strength of the wheel hub, in addition, the wheel hub can be divided into a plurality of wheel hubs, a branching wheel hub and the like through the amplitude number, the general amplitude number is larger than ten, the wheel hub is called a plurality of wheel hubs, the branching wheel hub is divided into two parts, 5 represents that 5 directions are radiated, the division into two parts is a claw column which is divided into two parts in the same direction, and the rest parts are compared with the next class.

As one of important parts of an automobile, an automobile tire directly contacts with a road surface, and together with an automobile suspension, the automobile tire relieves the impact on the automobile when the automobile runs, and not only bears the dead weight load in the vertical direction of the automobile in a static state, but also is tested by irregular stress generated by various dynamic loads in various directions such as starting, automatic turning, stone impact, uneven road surface and the like in the form of the automobile, so that if the automobile tire is abnormal, the automobile is easily placed in a dangerous state, and safety accidents are caused.

At present, the safety detection items aiming at the automobile mainly comprise:

the tire pressure detection is carried out, safety accidents are easily caused when the tire pressure of an automobile tire is too high or too low, and the current tire pressure detection technology can effectively prevent tire pressure abnormity;

and detecting the tire wear degree, arranging a wear mark in a groove of the automobile tire, and judging whether the tire needs to be replaced by a new tire by detecting whether the wear position of the actual tire tread reaches the position of the wear mark. The existing tire abrasion degree detection method mainly detects the abrasion degree of a tire by a driver and judges whether the tire needs to be replaced.

The tire aging degree is detected, the tire has a certain service life, and the tire can have a plurality of microcracks after the service life, so that safety accidents are easily caused. The existing tire aging degree detection method mainly comprises the steps of inspecting the tire tread by a driver, judging the tire aging degree and judging whether the tire needs to be replaced.

As described above, currently, for safety detection of an automobile, it is impossible to actively detect the tire wear, the tire aging degree, and the abnormal condition of a wheel hub of the automobile, and it is necessary to rely on a driver to determine whether there is an abnormality in the tire and the wheel hub according to the personal experience of the driver. Therefore, the current automobile safety detection method requires drivers to have good habits and rich experience, has high threshold, strong uncertainty and inefficiency, and is easy to make mistakes, thereby causing safety accidents.

In order to solve the above problem, in the embodiment of the present application, when performing vehicle safety detection, first, a safety detection device sends a first electrical signal to a first end of an induction device, the electrical signal is transmitted in the induction device, when the electrical signal is transmitted to a second end of the induction device, a second electrical signal is obtained, the induction device sends the second electrical signal to the safety detection device, the safety detection device detects a difference value between the first electrical signal and the second electrical signal, and when the difference value between the first electrical signal and the second electrical signal is greater than a preset first threshold value, an abnormal signal is sent to a central control device, and the abnormal signal is used for indicating that a tire and a wheel hub of the vehicle are abnormal. Therefore, in the process of vehicle safety detection, the sensing device, the safety detection device and the central control device are combined, so that whether the tire and the hub of the vehicle are abnormal or not can be accurately detected, a driver of the vehicle is timely informed when the tire and the hub are abnormal, and accurate, timely and efficient safety detection of the vehicle is realized.

The technical solutions of the embodiments of the present application are described in detail below with some embodiments. The following several embodiments may be combined with each other and may not be described in detail in some embodiments for the same or similar concepts or processes.

Fig. 1 is a schematic structural diagram of a vehicle safety detection system provided in an embodiment of the present application, where the system includes: the safety monitoring system comprises a central control device, a safety detection device and induction devices arranged on a tire and a wheel hub;

and the safety detection device is used for sending a first electric signal to the first end of the sensing device, receiving a second electric signal formed when the first electric signal is transmitted to the second end of the sensing device, and sending an abnormal signal to the central control device when detecting that the difference value of the first electric signal and the second electric signal is greater than a preset first threshold value, wherein the abnormal signal is used for indicating that the tire is abnormal.

The waveform of the first electrical signal sent by the safety detection device is not particularly limited in the embodiments of the present application.

In one example, the first electrical signal is a square wave.

In another example, the first electrical signal is a sine wave.

The frequency of the first electrical signal sent by the safety detection device is not particularly limited in the embodiments of the present application.

In one example, the safety detection device sends the first electrical signal to the sensing device every 10 seconds.

In another example, the safety detection device sends the first electrical signal to the sensing device every 20 seconds.

The embodiment of the present application does not specifically limit the manner in which the safety detection device detects the difference between the first electrical signal and the second electrical signal.

In one example, the safety detection device determines whether the tire and the hub are abnormal according to the amplitude difference value of the first electric signal and the second electric signal.

Specifically, the safety detection device sends an abnormal signal to the central control device when detecting that the difference value between the amplitude of the first electric signal and the amplitude of the second electric signal is greater than a preset first threshold value, wherein the abnormal signal is used for indicating that the tire and the wheel hub are abnormal.

Illustratively, assuming that the first threshold value is 0.5V, when the safety detection device detects that the difference between the amplitude of the first electrical signal and the amplitude of the second electrical signal exceeds 0.5V, an abnormal signal is sent to the central control device, and the abnormal signal is used for indicating that the tire and the wheel hub are abnormal.

In another example, the safety detection device determines whether the tire and the wheel hub have an abnormality according to a frequency difference between the first electrical signal and the second electrical signal.

Specifically, the safety detection device, upon detecting that the difference between the frequency of the first electrical signal and the frequency of the second electrical signal exceeds a first threshold value, transmits an abnormality signal to the central control device, the abnormality signal indicating that there is an abnormality in the tire and the hub.

Illustratively, assuming that the first threshold value is 0.5HZ, when the safety detection device detects that the difference between the amplitude of the first electrical signal and the amplitude of the second electrical signal exceeds 0.5HZ, an anomaly signal is sent to the central control device, and the anomaly signal is used for indicating that the tire and the wheel hub are abnormal.

Fig. 2 is a schematic installation diagram of an induction device according to an embodiment of the present application.

In some embodiments, as shown in fig. 2, the sensing device comprises at least one sensing line 13, the at least one sensing line is distributed on the surface of the tire 1 and the hub 2 of the tire, and when the sensing line is distributed on the surface of the tire 1 and the hub 2, the sensing line 13 crosses the interface surface of the tire 1 and the hub 2 to form a sensing contact point 15.

In particular, the induction line 13 is distributed at a safety line of the tyre 1, which is intended to indicate the maximum degree of wear of the tyre 1 and, when the degree of wear of the tyre 1 exceeds the maximum degree of wear, the first electrical signal changes while being transmitted through the sensing line, so that a difference is generated between the second electrical signal transmitted through the sensing line 13 and the first electrical signal.

The number of the sensing lines included in the sensing device is not particularly limited in the embodiments of the present application.

In one example, the sensing device includes 4 sensing wires.

In another example, the sensing device includes 5 sensing wires.

The distribution mode of the induction lines in the tire is not particularly limited in the embodiments of the present application.

In one example, the induction lines are distributed along the tread direction of the tire.

In another example, the induction lines are distributed along the circumferential direction of the tire.

The angle between the induction lines is not particularly limited in the embodiments of the present application. The angle between the induction lines can be 45 degrees, and can also be 60 degrees or other angles.

Illustratively, the induction device comprises 5 induction lines, the induction lines are uniformly distributed along the width direction of the tire, and an included angle of 72 degrees is formed between the induction lines.

In some embodiments, the safety detection device is further configured to send first information to a user when detecting that the difference between the first electrical signal and the second electrical signal is greater than a preset second threshold, the first information being indicative of an abnormal level of the tire and the wheel hub, and the preset second threshold being greater than the preset first threshold.

Taking the example that the safety detection device determines whether the tire and the hub are abnormal according to the amplitude difference between the first electrical signal and the second electrical signal, for example, assuming that the amplitude difference between the first electrical signal and the second electrical signal is greater than 0.5V (the first threshold is 0.5V), the tire and the hub are considered to be abnormal; when the amplitude difference value of the first electric signal and the second electric signal is between 0.5V and 1V, the abnormal grade of the tire and the wheel hub is considered to be A, and the tire and the wheel hub of the vehicle are in a low risk state; when the amplitude difference value of the first electric signal and the second electric signal is between 1V and 1.5V, the abnormal grade of the tire and the wheel hub is considered as B, and the vehicle tire and the wheel hub are in a risk state; and when the amplitude difference value of the first electric signal and the second electric signal is more than 1.5V, the abnormal grade of the tire and the wheel hub is considered to be C, and the vehicle tire and the wheel hub are in a high-risk state. Assuming that the second threshold value is 1.5V, when the safety detection device detects that the difference between the amplitude of the first electrical signal and the amplitude of the second electrical signal is greater than 1.5V, first information indicating that the vehicle tire and the wheel hub are in a high risk state with an abnormality level C is transmitted to the user.

Taking the example that the safety detection device determines whether the tire and the hub are abnormal according to the frequency difference between the first electrical signal and the second electrical signal, for example, if the frequency difference between the first electrical signal and the second electrical signal is greater than 0.5HZ (the first threshold is 0.5 HZ), the tire and the hub are considered to be abnormal; when the frequency difference value of the first electric signal and the second electric signal is between 0.5HZ and 1HZ, the abnormal grade of the tire and the wheel hub is considered to be A, and the tire and the wheel hub of the vehicle are in a low risk state; when the frequency difference value of the first electric signal and the second electric signal is between 1HZ and 1.5HZ, the abnormal grade of the tire and the wheel hub is considered to be B, and the vehicle tire and the wheel hub are in a medium risk state; and when the frequency difference value of the first electric signal and the second electric signal is more than 1.5HZ, the abnormal grade of the tire and the wheel hub is considered to be C, and the vehicle tire and the wheel hub are in a high-risk state. Assuming that the second threshold value is 1.5HZ, when the safety detection device detects that the difference between the frequency of the first electrical signal and the frequency of the second electrical signal is greater than 1.5HZ, first information indicating that the vehicle tire and wheel hub are in a high risk state with an abnormality level C is sent to the user.

In some embodiments, the safety detection device is further configured to send, to the central control device, first information indicating an abnormality level of the tire and the wheel hub when detecting that a difference between the first electrical signal and the second electrical signal is greater than a preset second threshold value, where the second threshold value is greater than the first threshold value; the central control device is used for sending the first information to the user.

Taking the example that the safety detection device determines whether the tire and the hub are abnormal according to the amplitude difference between the first electrical signal and the second electrical signal, for example, assuming that the amplitude difference between the first electrical signal and the second electrical signal is greater than 0.5V (the first threshold is 0.5V), the tire and the hub are considered to be abnormal; when the amplitude difference value of the first electric signal and the second electric signal is between 0.5V and 1V, the abnormal grade of the tire and the wheel hub is considered to be A, and the tire and the wheel hub of the vehicle are in a low risk state; when the amplitude difference value of the first electric signal and the second electric signal is between 1V and 1.5V, the abnormal grade of the tire and the wheel hub is considered as B, and the vehicle tire and the wheel hub are in a risk state; and when the amplitude difference value of the first electric signal and the second electric signal is more than 1.5V, the abnormal grade of the tire and the wheel hub is considered to be C, and the vehicle tire and the wheel hub are in a high-risk state. Assuming that the second threshold is 1.5V, when the safety detection device detects that the difference between the amplitude of the first electrical signal and the amplitude of the second electrical signal is greater than 1.5V, first information is sent to the central control device, the first information is used for indicating that the abnormal level of the tire and the wheel hub is C, the vehicle tire and the wheel hub are in a high risk state, and the central control device sends the first information to a user.

Taking the example that the safety detection device determines whether the tire and the hub are abnormal according to the frequency difference between the first electrical signal and the second electrical signal, for example, if the frequency difference between the first electrical signal and the second electrical signal is greater than 0.5HZ (the first threshold is 0.5 HZ), the tire and the hub are considered to be abnormal; when the frequency difference value of the first electric signal and the second electric signal is between 0.5HZ and 1HZ, the abnormal grade of the tire and the wheel hub is considered to be A, and the tire and the wheel hub of the vehicle are in a low risk state; when the frequency difference value of the first electric signal and the second electric signal is between 1HZ and 1.5HZ, the abnormal grade of the tire and the wheel hub is considered to be B, and the vehicle tire and the wheel hub are in a medium risk state; and when the frequency difference value of the first electric signal and the second electric signal is more than 1.5HZ, the abnormal grade of the tire and the wheel hub is considered to be C, and the vehicle tire and the wheel hub are in a high-risk state. Assuming that the second threshold is 1.5HZ, when the safety detection device detects that the difference between the frequency of the first electrical signal and the frequency of the second electrical signal is greater than 1.5HZ, first information is sent to the central control device, the first information is used for indicating that the abnormal levels of the tire and the wheel hub are C, the vehicle tire and the wheel hub are in a high-risk state, and the central control device sends the first information to a user.

In consideration of the fact that a driver of a vehicle is in an accident situation, the driver does not know that an abnormal signal sent by a safety detection module to the driver through a central control device is generated, or the vehicle tire and a wheel hub are in a high risk state, the driver cannot solve the problem of risk faced by the vehicle tire and the wheel hub. Therefore, in the process of vehicle safety detection, when the vehicle tire and the wheel hub are in a high risk state, the safety detection device not only sends an abnormal signal to the central control device to indicate that the vehicle tire and the wheel hub are abnormal to a driver, but also sends the abnormal grade information of the vehicle tire and the wheel hub to a user to inform the user that the vehicle tire and the wheel hub are abnormal, and the safety accident caused by the fact that the vehicle falls into a dangerous state when the driver does not know the abnormal signal or the driver cannot solve the abnormal problem is avoided.

The installation position of the safety detection device is not particularly limited in the embodiment of the application.

Fig. 3 is a schematic view of an installation position of a safety detection device according to an embodiment of the present application.

As shown in fig. 3, the safety detecting device 3 is installed at the center of the hub 2 of the tire 1, and the hub 2 is provided with a fastening bolt 4 for supporting and driving the tire 1 to rotate.

This application embodiment installs this safety inspection device 3 in 2 central points of wheel hub department, can make the weight of each part of tire distribute evenly on tire or wheel hub, has avoided because the weight of tire distributes unevenly, makes the car take place to jolt, causes the problem of incident.

In other embodiments, the safety check device may also be mounted above the center of the hub.

When safety inspection device installs in wheel hub central point department of putting partially upwards, the weight distribution of each part is uneven on the tire, avoids because of tire weight distribution is uneven, the safety problem that causes, can balance the weight of this tire through adding the weight piece.

Fig. 4 is a schematic structural diagram of a security detection apparatus according to an embodiment of the present application.

In some embodiments, as shown in fig. 4, the safety detection device includes a diagnostic communication device communicatively coupled to the sensing device, and a rotor connector communicatively coupled to the diagnostic communication device;

the diagnosis communication device is used for sending a first electric signal to the first end of the induction device, receiving a second electric signal formed when the first electric signal is transmitted to the second end of the induction device, and sending an abnormal signal to the rotor connector when detecting that the difference value between the first electric signal and the second electric signal is larger than a preset first threshold value; the rotor connector is used for sending the abnormal signal to the central control device.

The rotor connector in the embodiment of the application is used for supplying power to the diagnosis communication device, and the diagnosis communication device sends the abnormal signal and/or the first information to the central control device through the rotor connector.

Taking the example that the diagnostic communication device determines whether the tire has an abnormality according to the frequency difference between the first electrical signal and the second electrical signal, for example, assuming that the first threshold is 0.5HZ, when the diagnostic communication device detects that the difference between the amplitude of the first electrical signal and the amplitude of the second electrical signal exceeds 0.5HZ, the diagnostic communication device sends an abnormality signal to the rotor connector; the rotor connector is used for sending an abnormal signal to the central control device, and the abnormal signal is used for indicating that the tire and the wheel hub are abnormal.

The shape of the diagnostic communication device is not particularly limited in the embodiments of the present application.

In one example, the diagnostic communication device is a cylinder.

In another example of the use of a magnetic resonance imaging system, the diagnostic communication device is cube shaped.

The embodiments of the present application do not limit the specific manner in which the rotor connector is connected to the diagnostic communication device.

Fig. 5 is a schematic diagram of a diagnostic communication device and a rotor connector according to an embodiment of the present disclosure.

In some embodiments, as shown in fig. 5, a first contact terminal 5 is provided on the diagnostic communication device, and the rotor connector is communicatively connected to the diagnostic communication device through this first contact terminal 5.

The embodiment of the present application does not specifically limit the position of the first contact terminal 5 on the diagnostic communication device.

In one example, the first contact terminal 5 is located at the bottom of the diagnostic communication device.

In another example, the first contact terminal 5 is located at the side of the diagnostic communication device.

The number of the first contact terminals in the embodiment of the present application is not particularly limited, and may be one or more.

Fig. 6 is a schematic diagram of another diagnostic communication device connected to a rotor connector according to an embodiment of the present disclosure.

In other embodiments, as shown in fig. 6, a second contact terminal 6 is provided on the rotor connector, and the diagnostic communication device is communicatively connected to the rotor connector via the second contact terminal 6.

The position of the second contact terminal on the rotor connector is not particularly limited in the embodiments of the present application.

In one example, the second contact terminal 6 is located at the bottom of the rotor connector.

In another example, the second contact terminal 6 is located at the side of the rotor connector.

The number of the second contact terminals is not particularly limited in the embodiments of the present application, and may be one or more.

Fig. 7 is a schematic diagram of another diagnostic communicator connected to a rotor connector according to an embodiment of the present application.

In other embodiments, as shown in fig. 7, the diagnostic communication device is provided with a first contact terminal 5, the rotor connector is provided with a second contact terminal 6, and the diagnostic communication device is communicatively connected to the rotor connector via the first contact terminal 5 and the second contact terminal 6.

Fig. 8 is a cross-sectional view of a rotor connector according to an embodiment of the present application.

In some embodiments, as shown in fig. 8, the rotor connector 7 includes a rotating shaft and 4 bearings sleeved on the rotating shaft, the bearings include an outer bearing ring 8, an inner bearing ring 9 and balls 11 disposed between the outer bearing ring 8 and the inner bearing ring 9, an insulating collar 10 is disposed between the bearings for insulating and protecting the rotor connector, and the second contact terminal is disposed on the outer bearing ring 8.

Exemplarily, the bottom of the diagnostic communication device is provided with a first contact terminal, the rotor connector bearing outer ring is provided with a second contact terminal, and the diagnostic communication device is connected with the rotor connector through the first contact terminal and the second contact terminal.

The number of the bearings sleeved on the rotating shaft of the rotor connector is not particularly limited in the embodiment of the present application.

In one example, 3 bearings are sleeved on the rotating shaft of the rotor connector.

Specifically, the upper side and the lower side of each of 3 bearing outer rings are provided with a second contact terminal, the bottom of the diagnosis communication device is provided with 6 first contact terminals, and the diagnosis communication device is connected with the rotor connector through the first contact terminals and the second contact terminals. Wherein, 3 bearings are used for connecting power signal line, clock signal line and data signal line respectively.

In another example, 4 bearings are sleeved on the rotating shaft of the rotor connector.

Specifically, the upper side and the lower side of each of the 4 bearing outer rings are provided with a second contact terminal, the bottom of the diagnostic communication device is provided with 8 first contact terminals, and the diagnostic communication device is connected with the rotor connector through the first contact terminals and the second contact terminals. Wherein, 4 bearings are used for connecting power signal line, clock signal line, reset signal line and data signal line respectively.

The embodiment of the present application does not specifically limit the connection manner between the sensing device and the diagnostic communication device.

In some embodiments, at least one contact point is provided on the diagnostic communication device, and the sensing device is connected to the diagnostic communication device via the at least one contact point. At least one contact point is located on a sidewall of the diagnostic communication device.

The shape of the contact point is not particularly limited in the embodiments of the present application.

In one example, the contact point is in the shape of a hemispherical recess.

In another example, the contact point is in the shape of a cylindrical recess.

The number of the contact points is not particularly limited in the embodiment of the present application.

In one example, 8 contact points are provided on the diagnostic communication device.

In another example, 10 contact points are provided on the diagnostic communication device.

Specifically, a third contact terminal is snapped into a recess of the contact point, through which the sensing device is connected to the diagnostic communication device.

Fig. 9 is a schematic diagram of a diagnostic communication device contact according to an embodiment of the present application.

As shown in fig. 9, the diagnostic communication device 12 is shaped as a cylinder, with 10 contact points 16 on the side of the diagnostic communication device as shown in fig. 9A, and 8 contact points 17 on the bottom of the diagnostic communication device as shown in fig. 9B.

Fig. 10 is a schematic connection diagram of a safety detection device and a sensing device according to an embodiment of the present disclosure.

As shown in fig. 10, the safety detection device includes a rotor connector and a diagnostic communication device, the diagnostic communication device is in a shape of a cylinder, a contact point is arranged on a side wall of the diagnostic communication device, the contact point is in a shape of a hemispherical concave hole, one end of a third contact terminal is clamped in the hemispherical concave hole, the other end of the third contact terminal is connected with the induction line, and the connection between the diagnostic communication device and the induction device is realized through the contact point and the third contact terminal clamped in the contact point.

The rotating shaft of the rotor connector is sleeved with 4 bearings. The upper side and the lower side of each of the 4 bearing outer rings are respectively provided with a second contact terminal, the bottom of the diagnosis communication device is provided with 8 first contact terminals, and the diagnosis communication device is connected with the rotor connector through the first contact terminals and the second contact terminals. Wherein, 4 bearings are used for connecting power signal line, clock signal line, reset signal line and data signal line respectively.

In some embodiments, one end of the rotor connector is fixed on the vehicle body, and the other end of the rotor connector is nested in the center of the hub and is connected with the diagnostic communication device through the second contact terminal of the bearing outer ring.

In some embodiments, the first contact terminal, the second contact terminal, and the third contact terminal may be spring contact terminals 14, as shown in fig. 2.

Fig. 11 is a schematic structural diagram of a diagnostic communication apparatus according to an embodiment of the present application.

As shown in fig. 11, the diagnostic communication device includes a transmitter for sending a first electrical signal to a first end of the sensing device, a receiver, and a diagnostic unit; the receiver is used for receiving a second electric signal formed when the first electric signal is transmitted to the second end of the induction device; the diagnosis unit is used for sending an abnormal signal to the rotor connector when detecting that the difference value between the first electric signal and the second electric signal is larger than a preset first threshold value.

In some embodiments, the diagnostic communication device described above is designed based on AIOT technology.

Fig. 12 is a schematic structural diagram of a security detection apparatus according to an embodiment of the present application.

In some embodiments, as shown in fig. 12, the security detection device includes a diagnostic communication device and a cellular communication unit for providing 4G or 5G signals. The diagnostic communication device is further used for sending first information to the cellular communication unit when detecting that the difference value of the first electric signal and the second electric signal is larger than a preset second threshold value, wherein the first information is used for indicating the abnormal grade of the tire and the wheel hub, and the preset second threshold value is larger than the preset first threshold value; the cellular communication unit transmits the first information to the user.

Fig. 13 is a schematic structural diagram of another safety detection device according to an embodiment of the present application.

In some embodiments, as shown in fig. 13, the safety detection device further includes a processor, the diagnostic communication device is configured to send an abnormal signal to the processor when detecting that the difference between the first electrical signal and the second electrical signal is greater than a preset first threshold, and the processor sends the abnormal signal to the communication and power interface (rotor connector); the diagnostic communication device is further configured to send first information to the processor when detecting that a difference between the first electrical signal and the second electrical signal is greater than a preset second threshold, the processor sends the first information to the cellular communication unit, and the cellular communication unit sends the first information to the user after receiving the first information sent by the processor.

Fig. 14 is a schematic structural diagram of another safety detection device according to an embodiment of the present application.

In some embodiments, as shown in fig. 14, the security detection apparatus further includes a short-range communication unit for providing a WIFI (Wireless Fidelity, wireless network) signal and for transmitting data to the user via bluetooth.

Fig. 15 is a schematic structural diagram of another safety detection device according to an embodiment of the present application.

In some embodiments, the safety detection device further includes a GNSS (Global Navigation Satellite System) unit for acquiring position information of the vehicle.

Illustratively, as shown in fig. 15, when the diagnostic communication device detects that the difference value between the first electrical signal and the second electrical signal is greater than the preset second threshold value, the diagnostic communication device sends first information to the processor, the processor sends the first information to the cellular communication unit, the cellular communication unit sends the first information to the user after receiving the first information sent by the processor, and meanwhile, the GNSS unit sends the position information of the vehicle to the user.

Fig. 16 is a schematic structural diagram of a vehicle safety detection system according to an embodiment of the present application.

In some embodiments, as shown in fig. 16, the vehicle safety detection system further includes a server, and when the cellular communication unit receives the first information transmitted by the diagnosis unit, the first information is transmitted to the server, and the server transmits the first information to the user.

In some embodiments, the safety inspection device further includes a storage unit for storing the abnormality level information of the tire.

Specifically, the diagnostic communication device transmits the first information to the storage unit when detecting that the difference between the first electrical signal and the second electrical signal is greater than the second threshold value.

Fig. 17 is a schematic structural diagram of a central control device according to an embodiment of the present application.

In some embodiments, as shown in fig. 17, the central control device includes a touch display unit, and when detecting that the difference between the first electrical signal and the second electrical signal is greater than a preset first threshold, the safety detection device sends an abnormal signal to the touch display unit, and the touch display unit displays the abnormal information to remind a driver of the vehicle.

Fig. 18 is a schematic structural diagram of another central control device according to an embodiment of the present application.

In some embodiments, as shown in fig. 18, the central control device further includes a voice processing unit, and when the safety detection device detects that the difference value between the first electrical signal and the second electrical signal is greater than the preset first threshold, the safety detection device sends an abnormal signal to the voice processing unit, and the voice processing unit performs a voice prompt on a vehicle driver to notify the driver that there is an abnormality in the vehicle tire and the wheel hub.

Fig. 19 is a schematic structural diagram of another central control device according to an embodiment of the present application.

In some embodiments, as shown in fig. 19, the central control device further includes a processor, the safety detection device sends an abnormal signal to the processor when detecting that a difference value between the first electrical signal and the second electrical signal is greater than a preset first threshold, the processor is configured to send the abnormal signal to the touch display unit and/or the voice processing unit, and the touch display unit and/or the voice processing unit displays and/or prompts the abnormal information to remind a driver of the vehicle after receiving the abnormal signal sent by the processor.

In some embodiments, the central control device further comprises a cellular communication unit for providing 4G or 5G signals. When detecting that the difference value between the first electric signal and the second electric signal is larger than a preset second threshold value, the safety detection device sends first information to a processor of the central control device, wherein the first information is used for indicating the abnormal grade of the tire, and the second threshold value is larger than the first threshold value. The processor receives the first information and sends the first information to the cellular communication unit, and the cellular communication unit sends the first information to the user through the server.

In some embodiments, the central control device further comprises a short-range communication unit, wherein the short-range communication unit is used for providing WIFI signals and transmitting data to the user through Bluetooth.

In some embodiments, the central control device further comprises a GNSS unit for acquiring the position information of the vehicle.

In some embodiments, the center control device further includes a storage unit for storing abnormality information, an operation log, and operation data of the vehicle.

Fig. 20 is a schematic structural diagram of a vehicle safety detection system according to an embodiment of the present application.

The system comprises an induction device, a safety detection device, a central control device and a server.

As shown in fig. 20, the safety detection device includes a diagnostic communication device, a communication and power interface (rotor connector), a processor, and a storage unit. The diagnostic communication device includes a transmitter, a receiver, and a processor. The central control device comprises a communication and power interface, a processor, a storage unit, a touch display unit, a voice processing unit, a cellular communication unit, a short-distance communication unit and a GNSS unit.

Wherein, the sidewall of the diagnostic communication device is provided with 10 contact points of hemispherical recesses, as shown in fig. 9, 10 elastic contact terminals are respectively clamped in the 10 hemispherical recesses. The induction device comprises 5 induction lines which are uniformly distributed on the surface of the tire and in the wheel hub at an included angle of 72 degrees. Both ends of each induction line are respectively connected with the transmitter and the receiver through elastic contact terminals, as shown in fig. 2.

One end of the rotor connector is connected with the diagnosis communication device, and the other end of the rotor connector is connected with the vehicle body, wherein the rotor connector comprises a rotating shaft and 4 bearings sleeved on the rotating shaft. The upper and lower sides of the outer ring of each of the 4 bearings are respectively provided with an elastic contact terminal, as shown in fig. 6, the bottom of the diagnostic communication device is provided with 8 elastic contact terminals, and the diagnostic communication device is in communication connection with the rotor connector through the elastic contact terminals. Wherein, 4 bearings are used for connecting power signal line, clock signal line, reset signal line and data signal line respectively.

The transmitter sends a first electric signal to one end of the induction line according to a certain frequency, the electric signal is transmitted in the induction line, when the electric signal is transmitted to the other end of the induction line, a second electric signal is obtained, the receiver can receive the second electric signal, the diagnosis unit can detect the sent first electric signal and the received second electric signal, when the difference value of the first electric signal and the second electric signal is detected to be larger than a preset first threshold value, the diagnosis unit sends an abnormal signal to the processor, and the processor sends the abnormal signal to the central control device through communication and the power interface.

When the diagnosis unit detects that the difference value of the first electric signal and the second electric signal is larger than a preset second threshold value, the diagnosis unit sends first information to the processor, the first information is used for indicating the abnormal grade information of the vehicle tire and the wheel hub, the processor sends the first information to the processor in the central control device through the communication and power interface, and meanwhile the processor sends the first information to the storage unit for storage.

After receiving the abnormal signal, a processor of the central control device sends the abnormal signal to a touch display unit and a voice processing unit, and the touch display unit displays the abnormal information after receiving the abnormal signal sent by the processor to remind a driver of the automobile; after receiving the abnormal signal sent by the processor, the voice processing unit carries out voice prompt on the automobile driver and informs the driver that the automobile tire is abnormal.

And after receiving the first information, the processor of the central control device sends the first information to the cellular communication unit, the cellular communication unit sends the first information to the user through the server, and meanwhile, the GNSS unit sends the position information of the vehicle to the user.

After the processor of the central control device receives the first information, the processor can also send the first information to the short-distance communication unit, the short-distance communication unit sends the first information to the user through the server, and meanwhile, the GNSS unit sends the position information of the vehicle to the user.

The storage unit is used for storing abnormal information, operation logs and operation data of the vehicle.

The central control device also comprises other vehicle-specific units, and the vehicle safety detection system can communicate with other vehicles through the other vehicle-specific units.

In summary, through the vehicle safety detection system developed based on the AIOT in the present application, when performing vehicle safety detection, first send a first electric signal to a first end of an induction device through a safety detection device, the electric signal is transmitted in the induction device, when the electric signal is transmitted to a second end of the induction device, a second electric signal is obtained, the induction device sends the second electric signal to the safety detection device, the safety detection device detects a difference value between the first electric signal and the second electric signal, when the difference value between the first electric signal and the second electric signal is greater than a preset first threshold value, an abnormal signal is sent to the central control device, and the abnormal signal is used for indicating that a tire and a wheel hub of the vehicle are abnormal. Therefore, in the process of vehicle safety detection, the sensing device, the safety detection device and the central control device are combined, so that whether the tire and the hub of the vehicle are abnormal or not can be accurately detected, a driver of the vehicle is timely informed when the tire and the hub are abnormal, and accurate, timely and efficient safety detection of the vehicle is realized.

The preferred embodiments of the present application have been described in detail with reference to the accompanying drawings, however, the present application is not limited to the details of the above embodiments, and various simple modifications may be made to the technical solution of the present application within the technical idea of the present application, and these simple modifications all belong to the protection scope of the present application. For example, the various features described in the foregoing detailed description may be combined in any suitable manner without contradiction, and in order to avoid unnecessary repetition, various combinations that may be made are not described separately in this application. For example, various embodiments of the present application may be arbitrarily combined with each other, and the same should be considered as the disclosure of the present application as long as the concept of the present application is not violated.

Those of ordinary skill in the art will appreciate that the various illustrative modules and algorithm steps described in connection with the embodiments disclosed herein may be implemented as electronic hardware or combinations of computer software and electronic hardware. Whether such functionality is implemented as hardware or software depends upon the particular application and design constraints imposed on the implementation. Skilled artisans may implement the described functionality in varying ways for each particular application, but such implementation decisions should not be interpreted as causing a departure from the scope of the present application.

In the several embodiments provided in the present application, it should be understood that the disclosed system may be implemented in other ways. For example, the system embodiments described above are merely illustrative, and for example, the division of the module is merely a logical division, and the actual implementation may have another division, for example, a plurality of modules or components may be combined or integrated into another system, or some features may be omitted, or not executed. In addition, the shown or discussed mutual coupling or direct coupling or communication connection may be an indirect coupling or communication connection through some interfaces, systems or modules, and may be in an electrical, mechanical or other form.

Modules described as separate parts may or may not be physically separate, and parts shown as modules may or may not be physical modules, may be located in one place, or may be distributed on a plurality of network elements. Some or all of the modules may be selected according to actual needs to achieve the purpose of the solution of the present embodiment. For example, functional modules in the embodiments of the present application may be integrated into one processing module, or each of the modules may exist alone physically, or two or more modules are integrated into one module.

The above description is only for the specific embodiments of the present application, but the scope of the present application is not limited thereto, and any person skilled in the art can easily conceive of the changes or substitutions within the technical scope of the present application, and shall be covered by the scope of the present application. Therefore, the protection scope of the present application shall be subject to the protection scope of the claims.

Claims

1. A vehicle safety detection system, comprising: the safety monitoring system comprises a central control device, a safety detection device and induction devices arranged on a tire and a wheel hub;

the safety detection device is used for sending a first electric signal to a first end of the induction device, receiving a second electric signal formed when the first electric signal is transmitted to a second end of the induction device, and sending an abnormal signal to the central control device when detecting that the difference value of the first electric signal and the second electric signal is larger than a preset first threshold value, wherein the abnormal signal is used for indicating that the tire and the hub are abnormal.

2. The system of claim 1, wherein the induction device comprises at least one induction line distributed over the tire surface and the hub of the tire.

3. The system of claim 2, wherein the sensing lines are distributed at a safety line of the tire, the safety line being configured to indicate a maximum degree of wear of the tire, and wherein when the degree of wear of the tire exceeds the maximum degree of wear, the first electrical signal is varied while being transmitted in the sensing lines such that the second electrical signal output by the sensing lines is different from the first electrical signal.

4. The system of claim 1, wherein the safety detection device is further configured to send a first message to a user when the difference is greater than a preset second threshold, the first message indicating an abnormal level of the tire and the wheel hub, wherein the second threshold is greater than the first threshold;

and/or the safety detection device is further configured to send first information to the central control device when the difference is greater than a preset second threshold, and the central control device is configured to send the first information to a user.

5. The system of claim 4, wherein the safety detection device is mounted at a central location of the hub.

6. The system of claim 5, wherein the safety detection device comprises a diagnostic communication device communicatively coupled to the sensing device, and a rotor connector communicatively coupled to the diagnostic communication device;

the diagnosis communication device is used for sending the first electric signal to a first end of the induction device, receiving a second electric signal formed when the first electric signal is transmitted to a second end of the induction device, and sending the abnormal signal to the rotor connector when detecting that the difference value between the first electric signal and the second electric signal is greater than a preset first threshold value;

the rotor connector is used for sending the abnormal signal to the central control device.

7. The system of claim 6, wherein the diagnostic communication device has a first contact terminal disposed thereon, the rotor connector being connected to the diagnostic communication device through the first contact terminal.

8. The system of claim 7, wherein at least one contact point is further provided on the diagnostic communication device, and wherein the sensing device is coupled to the diagnostic communication device via the at least one contact point.

9. The system of claim 8, wherein the first contact terminal is located at a bottom of the diagnostic communication device and the at least one contact point is located at a sidewall of the diagnostic communication device.

10. The system of claim 6, wherein a second contact terminal is provided on the rotor connector, the diagnostic communication device being connected to the rotor connector via the second contact terminal.

11. The system of claim 10, wherein the rotor connector comprises a shaft and a bearing disposed on the shaft, and the second contact terminal is disposed on an outer ring of the bearing.

12. The system of claim 11, wherein one end of the rotor connector is fixed to a vehicle body, and the other end of the rotor connector is nested in a hub center and connected to the diagnostic communicator through a second contact terminal on the bearing outer race.